PNG: Civil Aviation Development and Pavement ... - ADB

Environmental Assessment Document

Project No.: 43141-044 Document Stage: Draft Date: March 2016

PNG: Civil Aviation Development and Investment Program- Tranche 3

Pavement Strengthening and Associated Works – Wewak Airport, East Sepik Province

Initial Environmental Examination (IEE)

This Initial Environmental Examination is a document of the borrower. The views expressed herein do not necessarily represent those of ADB’s Board of Directors, Management, or Staff, and may be preliminary in nature. In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.

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TABLE OF CONTENTS LIST OF ABBREVIATIONS ................................................................................................... 4 EXECUTIVE SUMMARY ...................................................................................................... 5 I. INTRODUCTION ............................................................................................................... 7 II. DESCRIPTION OF THE PROJECT ................................................................................ 10 III. DESCRIPTION OF EXISTING ENVIRONMENT ............................................................ 12 IV. SCREENING ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES .............. 15

I. PRECONSTRUCTION (after screening paragraph) ...................................................... 15 A. Establishment of Contractors Site and Facilities ................................................... 15 B. Construction Workers Accommodation ..................................................................... 16 C. Stockpiling of Construction Material .......................................................................... 16 II. CONSTRUCTION ........................................................................................................ 16 D. Construction Activity ................................................................................................. 17 E. Storage and Handling of Fuel, Oil and Other Chemicals ........................................... 18 F. Health and Safety ..................................................................................................... 18 G. Social Impacts during Construction .......................................................................... 19 H. Noise Impacts and Air Quality .................................................................................. 19 I. Traffic Impacts .......................................................................................................... 19 III. OPERATIONAL .......................................................................................................... 20 J. Operation Stage Issues ............................................................................................ 20

V. INFORMATION DISCLOSURE, CONSULTATION AND PARTICIPATION..................... 20 VI. GRIEVANCE REDRESS MECHANISM ......................................................................... 21 VII. ENVIRONMENTAL MANAGEMENT PLAN .................................................................. 22

a. Institutional Arrangements .................................................................................... 23 B. TASK OF IMPLEMENTING AGENCIES ...................................................................... 23 B1. NAC – PIU ................................................................................................................. 23 B2. ADB ........................................................................................................................... 24 B3. Contractor.................................................................................................................. 24 b. Monitoring and Reporting ........................................................................................ 29

VIII. CONCLUSION AND RECOMMENDATION ................................................................. 33 ANNEX A: ENVIRONMENTAL MONITORING PLAN .......................................................... 34 ANNEX B: PHOTOGRAPHS ............................................................................................... 36

LIST OF TABLES

Table 1: Scope of Work for Wewak Airport .......................................................................... 11 Table 2: Design, Construction and Operational Environmental Management Plan .............. 25 Table 3: Institutional Responsibilities for Implementing Safeguards .................................... 27 Table 4. Environmental Monitoring Plan .............................................................................. 31 Table 5: Roles and Responsibilities for Environmental Monitoring ...................................... 32 Table 6: Matrix of EMP for Wewak Airport ........................................................................... 34 Table 7: Summary of Costs for the Proposed Works ........................................................... 35

List of Figures

Figure 1: MAP OF PAPUA NEW GUINEA AND LOCATION OF WEWAK AIRPORT ............ 9 Figure 2: AERIAL VIEW OF THE EXISTING WEWAK AIRPORT ....................................... 10 Figure 3 : MAP OF WEWAK PROVINCE ............................................................................ 12

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LIST OF PHOTOGRAPHS Photo 1: Apron Area with the Defence Force Hanger to the right ........................................ 36 Photo 2: Apron area with Air Niugini Terminal in the Background ....................................... 36 Photo 3: Consultation with East Sepik Provincial Administration ......................................... 37 Photo 4: Existing Runway looking NW to Boram Creek ...................................................... 37

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LIST OF ABBREVIATIONS

ADB Asian Development Bank AIDS Acquired Immunodeficiency Syndrome CADIP Civil Aviation Development Investment Program CEMP Contractor’s Environment Management Plan CEPA Conservation and Environment Protection Authority CSC Construction Supervisory Consultant CSO Community Service Obligation DDC Detailed Design Consultants DIAC Design Implementation and Advisory Consultants EARF Environmental Assessment and Review Framework EM Environmental Management EMP Environmental Management Plan EO Environment Officer ESP East Sepik Province ESPA East Sepik Provincial Administration GoPNG Government of Papua New Guinea GRM Grievance Redress Mechanism HIV Human Immunodeficiency Virus ICAO International Civil Aviation Organization IEE Initial Environment Examination IES International Environment Specialist LLG Local Level Government MFF Multi-tranche Financing Facility NAC National Airports Corporation PCMC Provincial Coordination and Monitoring Committee PCR Project Completion Report PMU Project Management Unit PNG Papua New Guinea PPE Personal Protective Equipment QPR Quarterly Progressive Report REA Rapid Environmental Assessment RESA Runway End Safety Area RRP Report and Recommendations to the President SIEE Summary Initial Environmental Examination SR Sensitive Receiver TA Technical Assistance UXO Unexplored Ordinances

WEIGHTS AND MEASURES

dB(A) Decibel (A-weighted)

asl above sea level ft Feet/Foot km kilometre km/h kilometre per hour

m meter

m2 square meter m3 cubic meter s seconds

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EXECUTIVE SUMMARY

I. The Government of the Independent State of Papua New Guinea (GoPNG) has requested the Asian Development Bank (ADB) to provide a multi-tranche financing facility (MFF) to facilitate investments to improve the current state of the country’s domestic air transport system under the Civil Aviation Development Investment Program (CADIP). Twelve major airports have been identified for improvements under Tranche 3 due to deteriorated pavement conditions and low pavement strength to ensure that these airports are capable of accommodating the current operating aircraft or similar within a safe and secure operating environment.

II. CADIP is a comprehensive program to improve, rehabilitate and maintain major domestic airports in Papua New Guinea (PNG) so that these airports are compliant with the domestic and international aviation safety and security standards. The executing agency for CADIP is the National Airports Corporation (NAC) who owns, operate and maintain twenty one (21) national airports in PNG on behalf of GoPNG.

III. An environmental assessment and review framework (EARF) has been prepared to guide environmental safeguards implementation for Tranche 3. In accordance with the EARF this Initial Environmental Examination (IEE) presents the environmental assessment of one of the project under Tranche 3 – Pavement Strengthening and Associated Works at the Wewak Airport, East Sepik Province of PNG. This IEE has been carried out to ensure that the potential adverse environmental impacts are appropriately addressed in line with ADB Safeguard Policy Statement 2009 and the GoPNG Environment Act 2000. The key environmental impacts on the physical, natural and human environments have been assessed.

IV. The main findings of this IEE indicate that the impacts that will arise from Wewak Airport Runway Extension & Airside Works will be minimal and generally insignificant as the works only involve rehabilitation and improving the aircraft pavement and associated works within the existing airport boundary for duration of 18 months. The project is classified as Category B because the potential adverse environmental impacts are site-specific, few if any of them are temporary, and mitigation measures can be designed readily.

V. The potential environmental impacts associated with the project particularly occur during the construction and operation phases which will typically involve:

(i) Earthworks and pavement works. During the conduct of earthworks and pavement works, heavy rains and the associated run-off into drains and soil erosion problems can be expected in some areas such as flight strip widening and Open Unlined Drain which may cause surface water quality problem in nearby water courses.

(ii) Pollution. Problems of pollution related to the disposal of sewage, waste fuel & petrochemical products, salvage materials, oils spillage and leakage, solid wastes generated during construction (from worker camps) and operations could occur. Temporary site contamination, dust & noise generation associated with construction, and pollution associated with firefighting drills may cause environmental impacts.

(iii) Noise. Construction activities may cause noise impacts from vehicle movements for a short duration. Noise from aircraft is already existing and it will be intermittent and in short duration. Significant incremental increase of flight frequency is not expected.

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VI. Adherence to best engineering practices during rehabilitation/reconstruction and implementation of the environmental management plan will avoid or adequately mitigate all of the rehabilitation/ reconstruction-related impacts.

VII. A Grievance Redress Mechanism set up in Tranche 1 and 2 will be used in Tranche 3 and the Provincial Administration is fully aware of its role. Public support during consultation for the project was unanimous and the Provincial Administration wanted the project to commence immediately as they see this as providing input into their overall Provincial Development Plan. The new market will provide opportunity for women to be able to market their goods to the travelling public.

VIII. The upgrading of the Wewak Airport is designed to bring the facilities to a level of development to fully meet airport safety standards and provide the primary runway, taxiway and apron capability to accept operations by the F100 aircraf t, or similar.

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I. INTRODUCTION

1. The Government of the Independent State of Papua New Guinea (GoPNG) has requested the Asian Development Bank (ADB) to provide a multi-tranche financing facility (MFF) to facilitate investments to improve the current state of the country’s domestic air transport system under the Civil Aviation Development and Investment Program - (Investment Program). The first two phases (Tranche 1 & 2) has had its clearance done and this is Tranche 3. Tranche 3 will cover (twelve) major airports in the country where they have been identified for upgrading and rehabilitation mainly based on the relative importance of these airports as domestic hubs for tourism and economic development on a regional basis. The Program is a comprehensive plan to upgrade, rehabilitate and maintain major domestic airports in Papua New Guinea (PNG). The executing agency (EA) for the Program is the National Airports Corporation1 (NAC). 2. This Initial Environmental Examination (IEE) presents the environmental assessments of one of the subprojects under Tranche 3 – Pavement Strengthening, Runway Extension and Associated Works at the Wewak Airport. This IEE has been carried out to ensure that the potential adverse environmental impacts are appropriately addressed in line with Safeguard Policy Statement (2009) and ADB Environmental Safeguard Sourcebook (2012). This IEE has also been prepared to meet the requirements of the GoPNG for environmental assessment. 3. The main purpose of this IEE is to identify impacts associated with the pavement strengthening and associated works of the Wewak Airport, Wewak Province (Figure 1) and mitigations required to address them. A. Overview 4. The proposed investment program will entail the upgrading and rehabilitation of the following existing airports (Tranche 3): Wewak; Mendi; Kavieng; Vanimo, Kerema, Kiunga, Tari, Momote, Buka, Gurney, Wewak and Mt Hagen. The upgrading and improvement of these major domestic airports is designed to bring the facilities to a level of development to fully meet airport safety standards and provide the runway, taxiway and apron capability to accept unrestricted operations by Fokker 100, Dash 8 and QF 400 aircrafts. B. Environmental Regulatory Compliance

5. The environmental regulations of GoPNG are derived from the Environment Act 2000. The Environment (Prescribed Activities) Regulation 2002 categorizes designated projects that need environmental assessment as “Prescribed Activities” in two schedules according to the anticipated potential environmental impact. Projects that likely to have significant adverse environmental impact (Level 2 and Level 3) are required to obtain an Environmental Permit (EP) from the Environment and Protection Authority (CEPA) following environmental assessment. The upgrading and rehabilitation of existing airports is not listed as Level 2 and Level 3 of the “Prescribed Activities”. However certain associated project activities commonly associated with upgrading and improvement works such as earthworks, surfacing, discharge of waste water, establishment of borrow pits, sourcing and extraction of aggregate materials from surface water courses are Level 2 activities that may require an EP depending on the duration and scale of those activities. Therefore, to ensure compliance with the government environmental assessment requirements, NAC will disclose the scale and scope of the subprojects to CEPA so that CEPA can decide whether any specific environmental requirements will be needed for the proposed airport upgrading and rehabilitation. Considering the government environmental requirements and ADB

1 Project 1 rehabilitation work was under the National Airports Corporation (CAA) and was the predecessor for NAC.

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Environmental Safeguard Sourcebook (2012), an IEE will be prepared for each subproject classified as environmental category B at the minimum. 6. Pollution standards are described for the protection of marine and aquatic life in fresh and marine waters in the Environment (Water Quality Criteria) Regulation 2002. These standards will be referred to for water quality monitoring during the environmental management of the subprojects.

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Figure 1: MAP OF PAPUA NEW GUINEA AND LOCATION OF WEWAK AIRPORT

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C. Environmental Category of the Subproject

7. Under ADB’s Safeguard Policy Statement (2009) and Environmental Safeguard Sourcebook (2012) Tranche 3 projects are classified as Environmental Category B that requires an IEE.

D. Objectives and Scope of IEE

8. The objectives of this IEE were to:

Assess the existing environmental conditions in the project area including the identification of environmentally sensitive areas;

Assess the proposed planning and development activities to identify their potential impacts, evaluate the impacts, and determine their significance; and

Propose appropriate mitigation measures that can be incorporated into the proposed activities to minimize any adverse impacts, ensure that residual impacts are acceptable and propose monitoring and planning of projects under Tranche 3.

9. This IEE is based mainly on secondary sources of information, field reconnaissance surveys and public consultation undertaken specifically for this study was also undertaken.

E. Report Structure

10. Following this introduction this report contains seven more sections including (ii) description of subproject; (iii) description of the environment; (iv) screening environmental impacts and mitigation; (v) public consultation; (vi) institutional requirements and environmental management plan; (vii) findings and recommendations; and (viii) conclusions.

II. DESCRIPTION OF THE PROJECT

11. The current state of the airports in Papua New Guinea is inadequate to meet the increasing demand for air travel both for tourism and commercial purposes. This, in essence, presents itself as an obstacle to further economic growth and development of major regional centers in PNG and the country as a whole. The identified major domestic airports need to be upgraded and improved to meet the international standards and requirements and make it safety compliant as prescribed by the International Civil Aviation Organization (ICAO).

12. Tranche 3 of development investments under CADIP will be the upgrading and rehabilitation of the existing Kavieng Airport in the New Ireland Province; Mendi Airport in Southern Highlands Province; Madang Airport in Madang Province; Vanimo Airport in West Sepik Province, Mt Hagen Airport in Western Highlands Province, Wewak Airport in East Sepik Province, Tari Airport in Hela Province, Gurney Airport in Milne Bay Province, Kerema Airport in Gulf Province, Kiunga Airport in the Western Province, Buka Airport in the Autonomous Region of Bougainville and Momote Airport in the Manus Province.. Only the scope of works for Wewak Airport is in Table 1.


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Table 1: Scope of Work for Wewak Airport

13. Wewak Airport is situated at situated at 03° 35′01.78″S 143°40′09.07″E in Wewak and is about 1.5km from Wewak Town, Provincial Headquarters of Wewak Province where banks, post office, business houses, hotels and guest houses are. Figure 1 shows the map of Papua New Guinea and location of Wewak Airport. Figures 2 and 3 shows the general layout plan and the aerial view of the existing Wewak Airport.

Sub Project

Location Proposed Development Works

Wewak Airport

Wewak Province A. Aircraft Pavements and Associated Airside Works

1. Construct 3.0m shoulders to extended Runway both sides;

2. Construct 3.0m shoulders to existing Runway both sides;

3. Prime and two-coat bituminous spray seal (10mm/7mm) and sand overcoat to constructed pavements including shoulders; and

4. Widen Flight Strip from 90m to 150m including top soiling and grassing;

B. Landside Works, Airfield Lighting and Electrical Works, and Associated Works

5. Installation of New PAPI Landing Aid System at western end of the runway including concrete base footings, trenching, electrical reticulation, inspection pits, flight test and commissioning;

6. Install Apron and Carpark Floodlights;

7. Construct Terminal Carpark extension including kerb, gutter and storm water drainage;

8. Construct Power House including electrical reticulation;

9. Supply and install 2 x 150kVA Generator set including electrical reticulation;

10. Construct 1 x 3 Bedroom Standard H65 House on high post with storeroom underneath in NAC compound for NAC Safety Officer’s Residence;

11. Construct 1 x lockable 4 bay Shed for Tractor, Slasher, Trailer and Hay Bailer;

12. Supply and deliver to site 1 x M95 Kubota 4WD 80HP Diesel Tractor with Canopy and 1 x Heavy Duty 2.40m dia Superior LX240 Slasher complete with connections to link to Tractor including Trailer and Hay Bailer; and

13. Construct new Airport Market with Security Fencing and gates including power supply, water tanks, and public toilet, carpark and security lights.

14. Supply, deliver, install and commission a new Petro Cube 6300L Diesel Fuel Tank including accessories

Note:

Allowance is made for other miscellaneous works including General and Preliminary items.

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14. The airport serves the people of Wewak and provides for air transport services with its daily flights into the provinces and has been of importance for tourism, the South Seas Tuna Corporation, and Cocoa and Copra based businesses as well as other rental and hotels. motels and tourism destinations, amongst other business entities.

16. Wewak province receives between 1800 and 4400 mm per annum and it may be greater during the period of December to October. Wewak is one of the large province in Papua New Guinea with a land mass of approximately 43,700 km2 and its elevation ranges from sea level to over 3000m on the Torricelli and Prince Alexandra Range and corresponding temperature ranges from 23 – 300 C. 17. The existing bitumen runway is 1,595 metres long with a width of 45 metres and is aligned northwest/southeast along the Boram Bay. The airport land is at low elevation at 6 m ASL and is 350 metres to the coastline covering a total land area of approximately 10 hectares. 18. The airport land is flat (0 degree) running the length of runway from North West to South East. There are lined drains running parallel of the runway on both sides and these drain water down to the north western and south eastern ends where these reach tributaries of Boram Creek and Pukpuk Creek respectively. Grass is well maintained as with the other major airports in Papua New Guinea, although there is shrubs forest to the right of the taxi way and the hangers and terminal area. 19. The facilities in the existing Wewak Airport include the terminal building, NAC offices terminal and hangers and offices operated by Air Niugini, Travel Air, PNG Air and Missionary Aviation Fellowship (MAF). The MAF has allowed the Samaritan Fellowship to operate its water plane up the Sepik River to cater for sick and injured persons. There is a helicopter company that provides services to the mining, petroleum and other business houses in the East Sepik province. Wewak Airport’s sewerage system is a standalone system (septic tanks) and is not connected to the main sewer line. 20. The proposed changes to the airport include the new airport market and pavement strengthening. The airport market is built by NAC as part of its Community Service Obligation (CSO). Other instrumentation such as PAPI will be adjusted together with lighting along the runway and cone markers. During World War II, Wewak airport was one of the important air and marine bases for the Japanese Army and they received supplies from Madang. This was later captured by the Allied Forces who used its strategic location to their advantage in the WWII Pacific Campaign. After WWII, the airport was rebuilt to its current status.


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Figure 2: AERIAL VIEW OF THE EXISTING WEWAK AIRPORT

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C. Salient Features of the Project

21. The Proposal is to upgrade the Wewak Airport to make it safety complaint to cater for the increasing air traffic that could accommodate and be suitable for the operation of F-100 and related aircraft. A number of developments such as the South Seas Tuna Corporation Lion Processing Facility provide increased capacity for its workers to and from Wewak.

22. Wewak is also host to the Papua New Guinea Defence Force Moem Barracks and hence there is a lot of defense personnel travel to and from Wewak. Besides these are other new business ventures such as the Sepik Plain Oil Palm project where investors and workers are travelling in and out of Wewak besides other agriculture based developments such as Rubber at Gavian in Angoram. This has increased the capacity of workers and visitors travelling into Wewak. A substantial number of tourists also visit the province which has as array of carvings and artifacts along the Sepik River.

23. All proposed activity such as the new airport market and strengthening of the pavement and associated works are on the National Airports Corporation land. Activities will include the following;

� Strengthening existing Runway, taxiway and apron; � Widening of the existing flight strip to 150 metres; � Improvement to airside drainage system including construction of subsoil drainage and Open Lined Drains (OLD); � Install a Precision Approach Path Indicator (PAPI) lighting system including concrete base footings, trenching, electrical reticulation, inspection pits, flight testing and commissioning; � Widening runway strip to 150m wide � Construct reinforced concrete pad on 1 X F 100 aircraft parking bay; � Apply pavement markings and fuel resistant membrane on General Aviation Apron; � Construct Power House including electrical reticulation with 2 x 150kVA Generators; � A full listing of activities has been stated in Table 1.

24. The Wewak Airport re-development would involve earthworks as follows:

Estimated materials and earthworks quantities: 1. Cut to stockpile 100mm topsoil for future re-use - 152,000m2

2. Excavation earthworks - 100,000m3 3. Pavement construction material (crushed base course) -62,000m3

Topsoil will be used and/or be re-used for topsoil and grassing

Excavated in-situ material will be used in landscaping and or flight strip widening and grading.

All materials will be stockpiled at a designated location on the airside.

10m3 trucks shall cart material from source and stockpile on-site.

Contractor’s Site shall be located at the Airside (Area approx. = 100m x 50m).


III. DESCRIPTION OF EXISTING ENVIRONMENT

25. East Sepik province occupies 43,700 km2 in the northwest of PNG. The northern part contains the Wewak coastline plains and islands, the Torricelli Range and the Prince Alexander Range. To the south contains a large area of hills. The swamps and lakes of the Sepik River occupy the middle, and plains and flood plains cover the edges. The Sepik River is often inundated annually where water level can rise and fall by five metres.

26. The provinces borders with Madang, West Sepik and Enga provinces. Altitude ranges from sea level to over 3000 m on the Central Range. Average annual rainfall varies from 1800mm near Maprik to over 4000 mm near April River. There is a moderate to long dry season in the east of the province with the driest area being in the lower Sepik Valley around Angoram. The highest place where agriculture is practised is near Dreikikir, at 800 metres. Average annual rainfall varies from 1800 mm near Maprik, to over 4000 mm near April River.

27. Coffee and cocoa is grown in three of the four districts and cocoa is more dominant in Maprik although feeder roads are not properly maintained. This would need to be confirmed with the Department of Works in Wewak. The six districts in East Sepik are Ambunti-Dreikikir, Angoram, Maprik, Wewak, Wosera-Gaui, and Yangoru-Saussia2.

Figure 3 : MAP OF WEWAK PROVINCE

2 Hanson, L.W., Allen, B.J., Bourke, R.M. and McCarthy, T.J. (2001). Papua New Guinea Rural

Development Handbook. The Australian National University, Canberra.

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A. Physical Environment

1. Land Resource and Utilization

28. Wewak airport is aligned in a NW, SE direction and is about 350 metres off the coastline and is 6 metres ASL. The Airport is 1km out of town and connects to the main road running parallel to the airport to the town and also to Brandi High School, Boram Corrective Services and the Moem Army Barracks. Alongside the road opposite the airport are Motels and guest house targeting low budget guests and residential houses that are along the beach side. Alongside the airport is the Control Tower, NAC offices, terminals and hangers for PNG Air and Missionary Aviation Fellowship Air Niugini has only its terminal and offices.

29. The National Weather Services has an office close to NAC for monitoring weather and meteorology purposes. Besides that, the natural surroundings consist of remnants of low land forest areas where secondary forest vegetation have colonized the area.

2. Meteorology and Climate

30. All of PNG is tropical experiencing the northwest monsoon from December to March and the southeast monsoon from May to October. Wewak is three degrees from the equator and has elevations from sea level up to over 3000 m ASL.

31. Wewak airport temperature ranges from 300C (day) to 23oC (night). Humidity ranges from 60 to 92 %. There is occasional cloud covering and coverage varies up to 50% of the sky. Wind speed varies from 10 – 20 km/h and low about 5km/h. During the current El Niño period, there is minimal precipitation throughout the country and Wewak had lows of 93 mm during July to September and then a high of 270 mm in November and December.

32. In PNG the current El Niño/La Niña weather phenomenon brought about drought, high sea levels, extreme winds and extreme air temperatures which are already affect thousands of people in PNG. After the droughts, extreme rainfall events will bring about flooding and landslides and erosion will follow.

3. Topography, Geology and Soils

33. The geology and topography of Wewak can be stated and low sediment plains on the coast with mountain ranges at the back consisting of gabbro, diorite, basaltic and andesitic volcanic containing also limestone and thinly bedded sandstone/siltstone. The mountain ranges are the Torricelli and Prince Alexandra ranges which extend to Vanimo in the West Sepik province. Weathered of the volcanic gives rise to alluvial gold workings and most are found up in the Ambunti or April Salumei rivers and adjacent areas.

34. There are volcanic islands offshore such as Kairuru and Mussu Islands as well as Bam Island. Most of the airport area is underlined by silty soils consisting of entisols and inceptisols3 which are very young soils with little or no profile and moderately weathered soils. Grassland stretches right round the perimeter of the airport.

4. Mineral Resources

3 Bourke, R.M. and Harwood, T. (eds) (2009). Food and Agriculture in Papua New Guinea.

ANU E Press, The Australian National University, Canberra.

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35. In the East Sepik province, alluvial gold is found up in Maprik and also in the Amanab and April Salumei River areas. Gold and copper mineralization is known and exploration began in the 1980s and continues up at Frieda River and adjacent areas. Exploration for both minerals at adjacent areas to the Frieda Copper prospect is current and ongoing. These are about 100km to the south west of the airport area.

5. Surface and Ground Water Resources

36. Wewak airport is bound by the Boram Creek on the north western side where there is a perimeter fence at that end. At the Pukpuk Creek end, a low perimeter fence occurs. Storm water runoff to both the northwest and southeast ends respectively through lined and unlined drains which run parallel to the airport runway.

37. There is no noticeable erosion area and most of the rain water percolates through the substrate and into ground water aquifer. No water quality was taken during the IEE investigation and surrounding areas are well drained. It has been also noted that runoff from the tributaries of the Boram and Pukpuk creeks does flood the runway area and this is an issue that will need to be addressed in future.

B. Biological Environment

1. Forest Resources

38. Wewak in the East Sepik province contains remnants of tropical rain forest and grass and foothill plains. Around the Boram airport are rain trees (Samanea saman) and the common grass (Thermada australias). The shrub area opposite the taxiway and apron consists of strands of tall pitpit grass (Miscanthus Floridulus and M. Giganteus) together with other smaller shrubs. There is no primary forest remaining containing rare or endangered species around the airport area.

C. Social-Cultural Environment

1. Population and Demography

39. Wewak, the Provincial Capital, had a population of 18,2304 and is increasing, brought about by rural to urban migration from the districts in search of a better life. This brings about squatter and social problem. Business houses in Wewak consist of Tang Mow Supermarkets among a number of Chinese Retailing and Hardware Businesses. Besides these are Farm Set , Ela and Boroko Motors franchise and PNG Power Station and warehouse. Public Motor Vehicles (PMV) bring in passengers from the six districts into Wewak on a daily basis for markets and purchase of goods for rural trades stores and school.

2. Cultural and historical sites, schools and housing

40. There were no sites of cultural significance found near the area of the proposed development (Wewak Airport). The development is within the existing area already cleared and excavated and chances of finding any cultural objects are minimal.

3. Health and Sanitation

4 http://population.mongabay.com/population/papua-new-guinea/2083537/wewak. Accessed 15 1 16.

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41. The greatest health concern in PNG is Malaria occurring a quarter of Disability Adjusted Life Year (DALY) (NDOH 2010). This is followed by pneumonia, accidents and injury, chronic respiratory disease and maternal death. AIDS/HIV has been a disease of possible epidemic proportions although the inaccurate data do not provide a total prevalent figure between the target age group of 25 -34 in males and 20 – 34 in females. Most of these high occurrences are on the mainland provinces of Papua New Guinea and Wewak recorded 0.59% (~ 167) in 20085.

IV. SCREENING ENVIRONMENTAL IMPACTS AND MITIGATION

MEASURES

42. This section provides an assessment of the likely impacts associated with the pavement strengthening and associated works and ways to mitigate and/or manage them. The works will not result in any significant changes in environment beyond the existing airport boundaries. The assessment focuses on pre-construction, construction and operational stage impacts.

I. PRECONSTRUCTION (AFTER SCREENING PARAGRAPH)

43. A number of activities will occur during the preconstruction phase where there is i) the Establishment of Contractors Site and Facilities, ii) Constructions Workers Accommodation and iii) Stockpiling of Construction Material. 44. The three activities are confined within designated areas within the aerodrome area or in its vicinity. Some impact will occur on the physical environment where clearing and grubbing will occur to site these facilities. 45. Impacts on the Biological Environment will be minimal as no clearing is anticipated and the vacant aerodrome area will be taken up for the facilities, accommodation and lay down areas for construction material. Socio – economic impacts during the preconstruction will be positive should the community participate in pre-construction and there is always the possibility of STD and HIV should the contractors make contacts with the nearby villages, although the Contractors Public Relations Officer is tasked to ensure that these do not occur.

A. ESTABLISHMENT OF CONTRACTORS SITE AND FACILITIES

46. The contractor’s work site establishment (inclusive of stockpiling) will be located outside of the airside and require an area of approximately 100 m x 50 m. Inappropriate disposal of wastewater and effluent from rest room and solid waste can cause pollution. Pollution anticipated to be generated during construction is expected to include day-to-day production of solid waste, domestic sewage, and oil and chemical wastes. The storage and handling of petro-chemicals will require careful management; an important part of the environmental management plan (EMP) will be requirement for an emergency response plan for spills and accidents.

47. The contractor’s depot area and yard/offices will be provided with sanitary disposal facilities that will address the generation of domestic wastewater and proper solid waste management. Silt traps shall be established around areas identified for clearing and drainage works to prevent siltation of any surrounding waters. During the pre-construction and

5 www.nac.org.pg 2007 Annual Report.

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construction period an adequate supply of an appropriate quality of water will be provided for both domestic (for the contractor’s depot area) and other purposes (construction activities i.e. concrete mixing, clean-up of machineries and washing of trucks). Mitigation measures include;

Restricting the contractor to a single, pre-planned construction site;

Requiring the contractor to install a septic tank or mobile toilets (if not connected to the main sewerage system) of adequate capacity;

Establishing mechanisms for grey water to be managed according to site conditions;

Requiring that all lubricants be collected, stored correctly and recycled;

Ensuring that the contractor has a spill contingency plan including drainage/settling pond control, bunds-drainage around fuel and storage areas;

Provision of receptacles for rubbish and rubbish to be disposed of at approved site; and

Banning of burning of rubbish or waste permitted at yard or work site.

Provision of complete and proper PPEs to workers and visitors on site.

B. CONSTRUCTION WORKERS ACCOMMODATION

48. Establishment of contractors’ camp site will also comply with mitigation measures of waste management. Otherwise, contractor will rent a small compound for the skilled staff (10-15 persons) recruited for the construction works such as the Pavements Supervisor and Foreman, Mechanical Supervisor and Plant Operations Supervisor, etc. All other skilled and unskilled personnel which are estimated at 30- 40 persons shall be sourced locally and would not require housing in campsite.

C. STOCKPILING OF CONSTRUCTION MATERIAL

49. The development works (i.e. pavement strengthening, flight strip widening, construction of shoulders to runway, taxiway and apron, drainage improvements, etc.) entails the construction of sub-grade and subsequent pavement base, foundations, earthworks, and laying of pavement. These works will require gravel, sand, bitumen, culverts, backfill aggregate material and the supply of other requisite materials. The bulk delivery of materials will be stockpiled on site. Monitoring of this impact shall be implemented as part of the contractor’s environmental management plan (CEMP) with cleanup initiatives undertaken as required. Mitigation measures include;

Transportation of materials to be limited to short periods to minimize traffic disturbance;

Transportation to be only during the dry days when unsealed roads are strong and also to lessen impacts on nearby residences, run-off and soil loss;

Water trucks to be on standby to water-down dust generated from unsealed roads during transportation of materials.

All stockpiled materials to be adequately contained in a bund type of structure to minimize run-off and covered to minimize dust; and

Locate all stockpiled in controlled areas away from water bodies including nearby residential areas.

II. CONSTRUCTION

50. The Constructions phase has a number of activities or induced activities such as (i) Clearing and Grubbing, (ii) Pavement Construction, (iii) Building Construction, (IV) Storage and Handling of Fuel, Oil and Other Chemicals, (V) Health and Safety, (VI) Social Impacts, (Vii) Noise impacts and Air Quality and (VIII) Traffic Impacts.

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51. All these activities will be confined to the construction area. The physical and biological impacts will occur only within the shrubs and trees that will be cleared for the new terminal and market buildings. There is the possibility of fuel, oil and other chemicals that will into the water ways although there is no noticeable water way in the vicinity of the construction area. The limestone substrate allow for runoff to permeate through.

52. Health and Safety, Social Impacts, Noise, Air Quality and Traffic Impacts are ongoing impacts where appropriate mitigations measures will be in place in the Environmental Management Plan.

D. CONSTRUCTION ACTIVITY

53. Clearing and Grubbing. All grubbing of topsoil, clearing of grass areas and trees/shrubs, old fences and culvert materials clearance will require stockpiling in controlled areas during construction. All topsoil, grass and culvert clearance will be cleared and stacked to edges of the fenced area to allow for re-vegetation or taken to designated sites for reuse. Exposure of soil can degrade water quality through soil erosion, silt laden run-off and loose soil and debris entering waterways if works are undertaken in the rainy season. The projected duration of this impact is short-term and insignificant in scale provided that mitigation measures are properly implemented. Mitigation and management measures include:

Removal of only necessary trees/shrubs as indicated or marked by the project implementation unit (PIU);

Topsoil, grass and spoils resulting from old fence/culvert clearance material clearance to be re-used where possible to provide landscaping in terminal and parking areas; and

The removal of topsoil followed by placement of base coarse material quickly to prevent soil erosion.

Installation of sedimentation controls in drains

54. Pavement Construction. Excavation and disposal of the existing pavement can degrade water quality through soil erosion, silt laden run-off and loose soil and debris entering waterways if works are undertaken in the rainy season. All construction spoils including solid and coal tar wastes and empty containers from the work areas should be removed from site and transported to the public waste disposal area. The projected duration of this impact is short -term and insignificant in scale provided that mitigation measures are properly implemented. Mitigation measures include:

Locate stockpiles in controlled areas;

Sub-grade and sub-base material placed quickly after removal of topsoil;

Plan construction work during dry season; and cease work during rain

Removal of spoils and construction debris.

Disturbed areas re-vegetated immediately after earthworks completed and/or sealed;

Processing and stockpiling of bitumen and aggregate to be in designated area;

Materials to be stored in bounded area for duration of works;

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Drainage controls applied during construction; and

Implement all measures for storage and handling of fuel, oil and chemicals.

55. Building Construction. Building construction such as airport terminal and NAC staff house will commence upon completion of the sub-ground service activities. Building construction shall occur in concurrence with runway pavement upgrading. Mitigation measures include:

All building material confined in a single secured area;

All building material, waste materials to be arranged in classification/order and stored in appropriate location;

Concreting to be performed after foundation framework is in place;

Excess concrete from drum and concrete chute to be cleaned at designated contractors’ site; and

Solid and liquid waste associated with the building construction to be taken to municipal waste dumpsite.

E. STORAGE AND HANDLING OF FUEL, OIL AND OTHER CHEMICALS

56. The use of equipment and plant during the works will require usage, storage and handling of fuel, oil and other materials. Subsurface water resources near the selected subproject road sections could be anticipated to be contaminated by fuel and chemical spills. The following mitigation measures are included in the EMP to reduce the levels of impact associated with such effects:

Installation of oil and water separators, and traps on drains;

Development of safe storage areas (including bunds) and proper handling of hazardous and toxic materials;

Proper disposal of hazardous and toxic materials;

All vehicles, equipment and appurtenant facilities will be properly maintained during the works to reduce the risk of oil or fuel leakage;

Collect and recycle petroleum products;

Construction of bund walls and drainage systems around fuel storage areas; and

Contractor to prepare spill response plan/measures.

F. HEALTH AND SAFETY

57. During construction activities, work sites, traffic, and operation of equipment, plants and vehicles can pose health and safety risks for workers and the community. Health and safety codes of PNG and World Bank Group’s Environment, Health and Safety Guidelines (as per the SPS) will apply at all sub-project sites. Measures to mitigate risks include;

The contractor will conduct on safety and environmental hygiene training for all workers at no cost to the employees;

The contractor will instruct workers in health and safety matters as required by law and good engineering practice and provide first aid facilities at work sites and the depots;

Temporary fencing around the work sites and contractor yards/depots shall be erected and advisory signage installed;

Work shall only be undertaken during daylight hours;

The community will not be permitted to enter work sites or the contractor’s depots/yards;

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Workers shall be provided with appropriate personal protective equipment (PPE) such as safety boots, helmets, gloves, protective clothes, dust mask, goggles, and ear protection at no cost to the workers;

Provision of potable water supply in work locations;

Establishment of safety measures as required by law and by good engineering practice and provision of first aid facilities.

Adhere to relevant Industrial Safety, Health and Welfare Act or guidelines of GoPNG, International Finance Corporation and World Bank.

G. SOCIAL IMPACTS DURING CONSTRUCTION

58. The presence of a construction workforce can create social impacts such as risk of spread of communicable diseases (such as STIs and HIV) and create social disruption as a result of conflicts between workers from outside and local people. The workforce required for the pavement construction and associated works will be relatively small but wherever possible local people should be employed.

59. The contractor for Wewak airport upgrade will be required to give qualified local residents priority in participation/employment during construction, creating livelihood opportunities as a mitigation measure for the effect described above. After the works have been completed, the contactors shall ensure that workers from outside of Wewak return to their original place of residence to avoid impacts from informal migration.

H. NOISE IMPACTS AND AIR QUALITY

60. Air and noise pollution may be created by earthmoving, operation of heavy equipment and plant, transportation of materials to and from the site, and general works in the dry season generating dust and exhaust fumes such as Carbon Monoxide.

61. These impacts will be localized and temporary and can be effectively managed and mitigated with implementation of good engineering practice and measures included in the EMP. Wewak airport is located in a busy area with noise coming from all moving vehicles along the airport road to the JANT timber mill factory but away from sensitive receivers (schools and hospitals), although there is some residential areas adjacent on the eastside of the airport and the impacts can be reduced to negligible levels by;

Controlling speed of vehicles transporting materials to work areas;

Maintaining and regularly checking serviceability of vehicles;

Vehicles and equipment to be switched off (rather than idling) when not in use;

Works undertaken during daylight hours. No noisy activities undertaken at night or on public holidays; and

Vehicles transporting loose materials and stockpiles to be covered with canvas. Work site and vehicles to be watered-down if generating dust.

I. TRAFFIC IMPACTS

62. The need to transport materials to and from the site can cause traffic congestion if not managed properly. The contractor shall be required to prepare a traffic management plan as part of the EMP to demonstrate how construction traffic can be handled during the works in order to minimize impacts on transportation networks in the vicinity of the sites.

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III. OPERATIONAL

63. At the completion of construction work, all materials will be removed or disposed of and the completed works will be in place. The only impact during the operational phase is the noise impacts which will be for the duration of approaching and landing aircrafts.

J. OPERATION STAGE ISSUES

64. Aircraft noise emissions, whilst considered only a minor issue at present, can increase with increasing flight frequency in the future operation of the airport, and need to be proactively managed. The problem can mostly be ameliorated by the careful location of ground running, and by the times these activities are undertaken. Occupational and residential exposure to aircraft noise is expected to increase over time; however, the noise impacts will only be for very short duration during aircraft take-off and landing only. It is not a concern for the contractor at this stage.

65. Aircraft ground operating noise will require management negotiated agreements between airlines, NAC and the local communities on times, frequency and locations of operations. Noise from aircraft in flight requires addressing in the context of the EMP such as plants locate plant s away from aircrafts parking/approach area. NAC must prepare, regularly update and promulgate noise exposure forecasts in accordance with the ANZECC 1992 or Australian Noise Exposure Forecast. This shall be NACs operational matter.

66. NAC, airlines and other aviation operators will introduce, under the Civil Aviation Regulations, a formal Safety Management System. For all airports, this will address both temporary safety risks during construction, and ongoing safety risks during normal operations. This system will also address management of environmental impacts of accidents and safety management processes.

V. INFORMATION DISCLOSURE, CONSULTATION AND PARTICIPATION

67. As required by the ADB Safeguard Policy Statement (SPS) 2009, discussions were held with representatives from the Wewak Provincial Administration on 9/11/2015. In addition, discussions were with the neighboring Landowner Association to inform them on the proposed developments.

68. The East Sepik Provincial Administration (ESPA) was aware of the development and was consulted from the initial design and consideration of the project. Hence the discussion again with the representative of MPA reiterated their support for the project as it would increase economic activity into the province.

69. ESPA are interested to see how the scope of work for the Airport would assist in their plans. Among the comments mentioned for the proposed development are as follows:

1. ESPA welcomes the building of a new market as well as pavement improvement works. As all the work is on NAC land, there does not seem to be any land issue.

2. To add to the above, the nearby villages will benefit as travelling public are able to purchase goods which they may have missed out in getting to the airport.

3. Provision of employment and livelihood opportunities during the construction and operations phases of the project. The residents of nearby community expressed their

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desire for employment in all phases of the project implementation. They also informed the team that labor for both construction and maintenance/operation stages are available in their community.

70. These concerns and other points of view have formed part of the basis of this IEE, supplemented as necessary by the consultants’ own observations. The participants of the Public Consultation were unanimous in their support for the proposed development and will not interpose any objections to its implementation.

a. Information Disclosure

71. In disclosing the environmental documents to the public, (i) NAC through the PIU is responsible for ensuring that all environmental assessment documentation, including the environmental due diligence and monitoring reports, are properly and systematically kept as part of the project-specific record; (ii) all environmental documents are subject to public disclosure, and therefore may be made available to public, on request; (iii) for category A and B-sensitive subprojects, the documents will be publ icly disclosed through ADB’s websites 120 days before a periodic financing request (PFR) is submitted to ADB, while the IEE will be reviewed by ADB prior to disclosure; and (iv) NAC-PIU will consult the public, particularly with project affected persons.

72. Disclosure of relevant environment safeguards documents will be in an appropriate form, manner, and language and at an accessible location to be understandable to the affected people and local stakeholders. During Tranche 1 & 2, NAC established arrangements with provinces for coordination with a Project Coordination and Monitoring Committee (PCMC) and/or through the office of the Provincial Administrator (PA). Same procedure will apply for Tranche 3 projects.

73. A PCMC is set up within respective provincial administrations and this committee will oversee all concerns and grievances from the local communities and affected parties. Some Provincial Administration prefers a committee to be established with the Provincial Administration through the Office of the PA. For MP, this is set up through the Provincial Administrator, supported by the Provincial Lands Officer, District and Local Level Government Officer and other resource and service departments such as Agriculture and Livestock and Customs. In the villages, councilors are the linkages between the Local Level Government and their Wards and they deliberate on issues. This forms part of the grievance redress mechanism (GRM) as explained in Section G.

74. Where indigenous people or a linguistic group requires translat ion assistance, CADIP will ensure that translators and translation of information materials will be available. This will be done in a manner to ensure full consultation with and disclosure to affected persons and communities regarding the requirements for land acquisition & Resettlement (LAR) and GRM.

VI. GRIEVANCE REDRESS MECHANISM

75. A GRM was established for CADIP during Tranche 1 and Tranche 2. The GRM to be implemented for Tranche 3 will reflect the steps and procedures already established but modify them to account for lessons learned. The GRM is a procedure for addressing environmental and social/land issues and concerns that may arise. During the course of the project it is possible that people may have concerns with the project’s environmental performance or social/land issues including the implementation of the project. Issues may occur during construction and again during operation. Any grievances dealing with construction and again during operation will need to be addressed quickly and transparently, and without retribution to the affected persons.

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76. As noted in the previous section, NAC has an arrangement with provincial administrations through which grievances can be addressed. While NAC may have safety officers and operational managers at the Tranche 3 airport projects, they cannot be given the full responsibility of having to address grievances. They can however, only note and report to Provincial Administrations as partners in the provinces and/or through (i) an airport working committee, or (ii) the Provincial Coordinating & Monitoring Committee (PCMC). The airport working committee/PCMC is chaired by the provincial administrator and is made up of the deputy Provincial Administrators, Provincial Lands Advisor; Provincial Works Unit, relevant Intra-Governmental Officers and other government sectors represented in the province. Their role is to oversee project development in the provinces.

77. Where there are affected people for any airport development work, a grievance redress mechanism is in place through the airport working committee/PCMC and there is constant liaison between NAC–CADIP and the Provincial Administration, should the need arise to address any such land/social issues.

78. Papua New Guinea Land Disputes Settlement Act establishes procedures that have, as a first step, a mediation process whereby a designated mediator meets with the disputing parties to resolve grievances. CADIP will adopt this mediation process. This grievance redress process is established involving airport working committee/PCMC and appropriate community leaders and representatives. The NAC person on site such as a Safety Officer or the Operational Manager will be the first person to be contacted who will then liaise with airport working committee/PCMC to register, clarify and mediate potential issues.

79. The GRM will apply equally to the contractor who will be required to maintain a complaints registry recording complaints or issues raised and how they have been resolved. The registry will be subject to monitoring as part of Contractors’ Environmental Management Plan (CEMP) compliance checks.

80. Issues brought to the designated mediator within the community will be resolved within a timely manner. The three steps to resolve issues are as follows:

The mediator must meet with the disputing parties to resolve grievances within 2 – 14 days;

In the event of grievances over compensation claims that cannot be resolved through mediation at the local level, the airport working committee/PCMC and Provincial Lands Officer will hold the compensation amounts in trust and

Compensation will be paid in full upon final resolution of the case in the courts or other forum such as the Alternate Dispute Resolution process in accordance with the entitlements of the affected person. This must be completed within three months.

VII. ENVIRONMENTAL MANAGEMENT PLAN

81. Mitigation measures, environmental monitoring, and capacity development are required to minimize the environmental impacts in the design, construction and operational phases. The EMP provides the set of mitigation and management measures to be taken during project implementation to avoid, reduce, mitigate, or compensate for adverse environmental impacts (in that order of priority). It may include multiple management plans and actions. It includes the following key components (with the level of detail commensurate with the project’s impacts and risks). It will be necessary to update the EMP during the detailed engineering design phase. A condition of the proposed loan will be the adoption and enforcement of a CEMP to mitigate negative impacts associated

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with airport improvement activities. The EMP matrix developed to cover the expected impacts for the pavement strengthening and associated works at Wewak Airport is provided in Table 2.

A. INSTITUTIONAL ARRANGEMENTS

82. The overall MFF program will be oversight by a steering committee. The executing agency of the MFF Program will be the NAC. The PIU will be responsible for daily management and implementation of the projects comprising Tranche 3.

83. The NAC, through the PIU, will be the main agency/entity responsible in coordinating the implementation of the Environmental Assessment and Review Framework (EARF). This will include, but not be limited to;

- ensuring that the EARF procedures are strictly adhered to - preparation of environmental assessments will be carried out in a timely and adequate manner - environmental monitoring and institutional requirements will be fully met, while - meaningful public consultations are carried out satisfactorily.

84. NAC will submit the categorization environmental assessments, and monitoring reports to ADB for review in a timely manner. Table 3 provides the responsibilities and authorities of key organizations involved in the implementation of the EARF.

85. The PIU is staffed with the national Environmental Officer (EO) and be supported by an International Environmental Specialist (IES). The IES will be part of the NAC during the Project with the primary tasks to: (i) strengthen the environmental management of the Project during detailed design, bidding process, contract process, construction, and implementation, (ii) provide induction training to contractors prior to preparation and submission of the CEMP for each subproject. Provide assistance to EO and PIU for review and clearance of the CEMPs; (iii) supervise/monitor compliance with the approved CEMP of each subproject; (iv) undertake the necessary institutional strengthening including on-the-job training for the EO of NAC-PIU by giving major tasks to the EO in all of these activities under IES supervision; (v) prepare reports on environmental safeguards activities as required; and (vi) update the EARF and supervise and guide the environmental assessment process for projects to be implemented in the Tranche 3 as part of the PFR.

B. TASK OF IMPLEMENTING AGENCIES

B1. NAC – PIU

86. Table 3 sets out the Institutions responsible for implementing Safeguards Requirements in CADIP Tranche 3. NAC being the Executing Agency (EA) has the primary role of ensuring the Safeguard Measures and Issues are adequately covered. The Environment Officer (EO) is the focal person in providing feedback to environmental and social issues raised during the construction and operational phase of the project. He will be assisted by the International Environmental Specialist on an intermittent basis. On the ground in Momote, NAC’s Safety Officer will oversee daily operations of activities and can notify the EO of serious environmental noncompliance and the EO will visit to remedy the complaint.

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B2. ADB

87. ADB through the Papua New Guinea Resident Mission will provide guidance as to the submission of periodic monitoring reports from NAC that would meet ADB’s standards and guidelines before these are uploaded onto ADB website. 88. Scheduled missions from PNRM and PARD or other departments in ADB will oversee the monitoring and progress of the project as per loan covenant.

B3. CONTRACTOR

89. The Contractor is to submit a Contractors Environmental Management Plan (CEMP) for approval by NAC and ADB on the mitigation measures that it will take in the implantation of the project. This CEMP will be approved and used in the submission of regular reports to NAC who will submit to ADB for perusal and approval. B4. CEPA 90. CEPA as the overseers of the Environmental Act 2000 will be updated on the submission of this IEE and its coherence with similar categories which is an Environmental Inception Report. This will be noted and assessed for compliance and under new fee arrangements the NAC may be liable for an assessment fee leading to a permit for the sub project.

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Table 2: Design, Construction and Operational Environmental Management Plan

LOCATION LOCATION POSSIBLE EFFECTS MITIGATING MEASURES

SIGNIFICANCE OF EFFECTS MITIGATION

COSTS INSTITUTIONAL

RESPONSIBILITY

NOT SMALL MED MAJOR

A. IMPACTS DUE TO AIRPORT LOCATION

1. Disruption of Surface Water

a. Changes in hydrological regimes

Airports and surrounding areas

i) Impairment of aquatic ecology ii) Drainage disrupted iii) Drinking water source

i) Dimension of drains ii) Diversion of stream iii) Use of grassed areas for runoff

X X

X NIL NIL NIL

PIU/EO PIU/EO PIU/EO

b. Pollution as leaking from stockpiles and spoils

Downstream from construction areas

i) Impairment of aquatic ecology ii) Drinking water source

i) Location of stockpiles on paved areas ii) Removal of stockpiles after construction iii) Re-vegetation after construction

X X

NIL NIL NIL

PIU/EO PIU

2. Disruption of groundwater

a. Changes in hydrological regimes

Airports and surrounding areas

i) Impairment of yields

X

NIL PIU

b. Pollution by spoils leachate

Downstream from construction areas

i) Impairment of drinking water

X

NIL PIU

3. Changes in nearby land values

Surrounding areas and nearby villages

I) Increase in vicinity of Airport

X

NAC/PIU

4. Loss of aesthetics Vicinity of Airports i) Loss of aesthetic value of land i) Landscaping and re-vegetation X USD10,000 Contractor/PIU

B. IMPACTS DUE TO DESIGN

1. Slope erosion Airport vicinities i) Siltation of rivers affecting hydrology and water quality

I) Installation of silt traps on all drains

X USD5,000

Contractor/PIU

2. Human and chemical waste

Downstream of Airport sites

i) Pollution of surface and groundwater resources

i) Installation of oil and water separators, and traps on drains ii) Development of safe storage areas and proper handling of hazardous and toxic materials iii) Proper disposition of hazardous and toxic materials iv) Connection of Airport to main sewer line or construction of proper septic tanks of adequate capacity

X USD10,000 Contactors/PIU

C. IMPACTS DURING CONSTRUCTION

1. Sediment runoff Downstream of Airport sites and waterways

10 Damage to aquatic/marine ecology and/or flooding issues

i) Locate stockpiles in controlled areas ii) Sub-grade and sub-base material placed quickly after removal of topsoil iii) Planned construction work during dry season iv) Removal of spoils and construction debris

X USD10,000

2. Safety of workers Airport sites i) Hazards to worker’s health and

safety i) Construction methodology under control of Safety Officer and CSC ii) Approved Contractor

’s Occupational Health

and Safety Plan

X

USD3,000

Contractors/PU

3. Communicable disease hazards Airport site and

adjacent villages and settlements

i) Risks to worker’s health i) Contractor to source labourers and workers

from the nearby villages X

NIL Contractors/PIU

4. HIV and other communicable diseases

Airport site and adjacent villages and settlements

i) Risks to worker’s health

ii) Risks to residents i) Contractor to source labourers and workers from the nearby villages ii) Contractors to increase awareness of workers

X X

NIL NIL

Contractors/PIU Contractors/PIU

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POTENTIAL IMPACTS

L OC ATI ON P OSS IBLE EFFE CTS MITIGATING MEASURES S I G N I F I C A N C E OF EFFECTS

MITIGATION COSTS

INSTITUTIONAL RESPONSIBILIT

Y NOT SMALL MED MAJOR

5. Slum creation risks

Airport sites i) Slums forming in construction sites after completion of works

i) Demolition of structures as part of abandonment plan

X

USD10,000 Contractors/PIU

6. Cultural differences risk/social conflicts


i) Social disruption i) Contractor to source labourers and workers from the nearby villages

X

NIL Contractors/PIU

7. Escape of hazardous materials

Airports vicinities i) Health risks to residents of nearby communities /villages

i)Installation of oil and other traps on drains ii) Development of safe storage areas and proper handling of hazardous and toxic materials

X

NIL (cost included in

item C. 2.)

Contractors/PIU

8. Increase in levels of Total Suspended Particulates (TSP), SO2 and NO2


i) Health risks to workers and residents of nearby villages and communities

i) Locate Ancillary Facilities away from residential and settlement areas ii) Provide workers with Personal Protective Equipment (PPE)

X

USD15,000

Contractors/PIU

9. Noise Pollution Airport site and adjacent villages and settlements

i) Health risks to workers and residents of nearby villages and communities

i) Control vehicles speed in work areas and sensitive locations ii) Locate Ancillary Facilities away from residential and settlement areas iii) Provide workers with Personal Protective Equipment (PPE)

X

NIL (cost included in

item C. 9.)

Contractors/PIU

10. Water pollution from domestic sewage and wastes

Ancillary facilities Ii) Contamination of nearby water courses and land

i) Proper solid waste management system to be practiced in work areas

X USD5,000

Contractors/PIU

11.Ground and water contamination from oil and grease

Ancillary facilities i) Damage to surrounding areas from improper handling of materials

i) Collect and recycle petroleum products ii) Development of spill contingency plans iii) Construction of bund walls and drainage systems around fuel storage areas

X

USD15,000

Contractors/PIU

12.Disruption of utilities

Nearby settlements

i) Disruption of services I) Investigate limits to required services and minimize disruptions

X

NIL Contractors/PIU

13.Increase in traffic Surrounding areas i) Traffic congestion in major roads

i) Prepare traffic management plans X

NIL Contractors/PIU

14. Demobilization Ancillary facilities i) Solid waste generation i) Preparation of abandonment plan ii) Demolition of temporary offices and Contractor

’s Depot Area

iii) Dismantling of ancillary facilities iv) Re-vegetation of exposed areas v) Proper disposition of construction debris

X

USD10,000

Contractors/PIU

D. IMPACTS DURING OPERATION AND MAINTENANCE

1. Noise nuisances Nearby settlements

i) Noise pollution i) Establishment of buffers between airport and nearby settlement areas ii) Preparation of operational procedures by Airport Operator based on ANZECC 1992 or Australian Noise Exposure Forecast (ANEF).

X

USD15,000

NAC/PIU/ CEPA

3. Water pollution Downstream of Airports

i) Contamination of surface and groundwater resources

i) Proper handling, storage and disposal of petroleum, hazardous and toxic materials ii) Development of spill contingency plans

X

NIL PIU/ CEPA

4. Air pollution Airport vicinities i) Health hazards and nuisances to nearby villages and settlements

i) Regular monitoring of air quality in the vicinity of the airports and sensitive receptors

X USD15,000

PIU/CEPA

5. Increased traffic Airport vicinities and major roads into the Airports

i) Traffic congestion in major roads

i) Preparation of Traffic Management Plans

NIL PIU/Local Government Units

PIU – Project Implementation Unit; DC –Design Consultants; CEPA –Department of Environment and Conservation USD000,000 – Cost quoted are estimates and will be finalized upon completion of Detailed Design (to be included in Bill of Quantities -BOQ)

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Table 3: Institutional Responsibilities for Implementing Safeguards

Organization Implementation Responsibilities

NAC –Project Implementation Unit (PIU) Environment Officer (EO) and International Environmental Specialist (IES)

Prior to the submission of the Periodic Financing Request (PFR) for subsequent projects the NAC will:

Prepare the environmental assessments (IEE), including an Environmental Management Plan (EMP) for each subproject and submit to ADB and public disclosure.

Ensure that adequate public consultation has been undertaken with affected groups and local stakeholders review the environmental assessments and submit the IEE documents as required, to ADB.

Submit the necessary environmental assessments to ADB in sufficient time to permit the necessary disclosure by ADB.

Undertake the necessary actions to ensure environmental compliance with the GoPNG’s and ADB’s requirements;


Prior to the commencement of civil works the NAC will:

Submit any of the environmental assessments required for regulatory approval of the CEPA and obtain approval, e.g., environmental clearance, environmental permits.

Ensure that all regulatory clearances for the subproject that are obtained from the relevant Government authorities are submitted promptly to ADB.

Ensure that the required mitigation measures during construction, the IEE and the EMP are included in the bidding document of the subproject and that all bidding contractors have access to the environmental assessments and EMP.

Ensure that the EMP and all required mitigation measures during construction, including conditions stipulated in the CEPA's clearance or environmental permit, are included in all the contracts signed by the Contractor(s) with requirements to update the EMP in response to any unexpected impacts and that all selected contractors have agreed the to implement the full suite of environmental mitigation measures prescribed in the EMP.

Receive environmental safeguard clearance on subproject(s).

Provide EMP induction training to contractors;

Review and clear the contractors CEMP for each subproject

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During the implementation of civil works the NAC will:

Ensure that a contractor’s environmental management plan (CEMP) including all proposed mitigation measures and monitoring programs and relevant provisions of the environmental assessments is updated as required, and is properly implemented by the contractors.

Monitor the implementation of CEMP and present the monitoring reports to ADB.

In case unpredicted environmental impacts occur during project implementation, inform ADB, review the CEMP with the contractor, and implement alternative environmental mitigation program.

In case a subproject changes in scope, inform ADB and reconfirm the environmental classification, determine whether a supplementary IEE study is required, and carry out the study including the requirement for information disclosure and public consultation;

Submit the requisite reports on progress with social and environmental compliance and implementing the CEMP as required by the CEPA and ADB.

Ensure that ADB be given access to undertake environmental due diligence for all subprojects. However, the NAC will have the main responsibility for undertaking environmental due diligence and monitoring of all the subprojects. The due diligence report as well as monitoring reports on CEMP implementation, as required, will be systematically prepared and be made available to the public, if requested

ADB

During the implementation of Tranche 3, ADB will:

Regular reviews and approval of subproject IEEs.

Provide technical guidance to the NAC as needed.

Reviewing regular monitoring reports and officially disclosing the summary environmental assessments for selected subprojects (Category B sensitive) on the ADB website.

Review environmental assessment reports as a basis for subproject approvals. Disclose assessments of category “B sensitive” subprojects for 120 days via ADB websites (as required) before a PFR is submitted to ADB.

Monitor the EMP implementation, as required, and conduct due diligence as part of MFF reviews.

Provide assistance to NAC, if required, in carrying out its responsibilities and for building capacity for safeguard compliance.

Ensure that the NAC will conduct the required consultations with project affected groups and local NGOs in PNG, and that the NAC as project sponsor disclose relevant environment information on the project’s environmental issues in an appropriate form, manner, and language(s) accessible to those being consulted. Such information disclosure with affected people will be guided by the Public Communication Policy (2011).

Contractors Based on site specific conditions, prepare Contractor’s Environmental Management Plan (CEMP) for each site

Implement and report on CEMP as part of pavement strengthening and rehabilitation activities

Prepare monthly CEMP report as part of progress reports and submit to PIU. The report will also include the Monthly Accident Report and measures undertaken to address any non-compliance issues identified by the PIU (or CEPA).

CEPA Administration and enforcement of the Environment Act 2000 and its regulations as it pertains to the project

Identify whether EPs (with or without conditions) required for any identified

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site

Review IEE and other documentation required

Administer Contractor Waste Disposal permit applications and performance

91. The IES will be engaged intermittently for eight person-months during the Tranche 3 also in Tranche 4 period and will be assigned on an intermittent basis to undertake training and capacity building for environmental management in NAC and to guide the EO of PIU in preparing assessments, monitoring and reporting. The IES and EO will jointly be responsible for overall environmental management of Tranche 3.

B. MONITORING AND REPORTING

92. Environmental monitoring will consist of regular systematic checking that the environmental management measures are being implemented effectively during each stage of the sub-project i.e. pre-construction and design, construction and operation.

93. Monitoring during construction will be the responsibility of the contractor and NAC (carried out by EO) and IES within the PIU. Monitoring will relate to compliance with construction contracts (including EMP measures and provisions), the state and health of the nearby environmental resources, and the effectiveness of mitigation measures and complaints. Monthly progress reporting will include a summary of this monitoring submitted to the NAC on a regular basis (at least quarterly) and to ADB semi-annually.

94. The estimated cost for the monitoring plan is $34,000. The costs of the environmental mitigation plan will be part of the construction costs (Annex A).

95. Table 4 presents the key activities for environmental monitoring that will be incorporated into the EMP whilst Table 5 states the roles and responsibilities for environmental monitoring. Table 6 shows the specifics of the environmental parameters to be monitored and the frequency of monitoring to be undertaken by the contractor using appropriate equipment to be procured by the contractor or through specialized firms. Table 7 shows the summary of the environmental management costs including implementation and monitoring costs.

96. The PIU will be responsible for reporting progress of Tranche 3 to NAC and ADB. Monitoring of each contractor will cover monthly progress and CEMP implementation and compliance (including general good practice). A section on safeguards activities and compliance with the CEMP for each subproject will also be included in quarterly progress reports (QPR) prepared for NAC and ADB.

97. The reporting will be as per the following schedule:

A report at the end of detailed design incorporating a section prepared by the IES and EO on how detailed design has reflected environmental impact avoidance or mitigation and climate resilience;

A monthly report prepared during construction by each contractor reported on progress and CEMP activities, issues and corrective actions,

A report prepared every 3 months (the QPR) prepared by the PIU. The QPR will include a section on safeguards activities and CEMP compliance for each subproject and will summarize the monthly reports submitted by the contractors; and

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A semi-annual safeguards monitoring report (prepared every 6 months) by the IES and EO.

98. The Project Completion Report (PCR) will include a section on safeguards implementation and make recommendations as required for modifications to the processes set out in the EARF and EMP procedures based on the review undertaken at the end of the project The safeguards section will be prepared by the IES and EO three months prior to the end of Tranche 3.

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PIU – Project Implementation Unit; CSC – Construction Supervision Consultants; NAC – Civil Aviation Authority; CEPA –Department of Environment and Conservation

1 Specific sampling stations will be defined during the conduct of the baseline survey before commencement of works

PHASE/IMPACT MITIGATING MEASURE

PARAQMETRES TO BE MONITORED STANDARDS LOCATIONS

1 DURATION FREQUENCY IMPLEMENT SUPERVISE

PRE-CONSTRUCTION PHASE

1. Erosion, siltation and flooding of waterways

i) Drainage design ii) Use of gently sloping grass surfaces iii) Silt traps in all drains

i) Drains are of sufficient quantity and size to accommodate additional volume ii) Silt traps are of sufficient quantity and size to protect surrounding areas from siltation

Capacity sufficient for 80% of 30 year maximum

Momote Airport Detailed Design Phase

Once at Detailed

Design Phase

Design Contractor

PIU

CONSTRUCTION PHASE

1. Sediment runoff i) Stockpiles in controlled areas ii) Sub-grade and sub-base material placed immediately after removal of topsoil iii) Planned construction during the dry period iv) Removal of spoils and construction debris v) Provision of sediment traps

i) Inspection of stockpiles ii) Construction schedule for earthworks iii) Contents of sediments traps iv) Turbidity of streams

i-iii) Stockpiles and earthworks are managed to best practices- Defined in Final EMP iv) Water Quality Standards of CEPA

Momote Airport Construction period

Monthly Contractor/ PIU/CSC

CEPA/NAC

2. Water Pollution i) Installation of oil and other traps on drains ii) Proper handling and storage of hazardous and toxic materials iii) Locate ancillary facilities away from settlement areas

i) Inspection of storage of hazardous and toxic wastes areas ii) Inspection of oil traps in drains iii) Pollution load of downstream water courses

i-ii) Best practices – Defined in final EMP iii) Water Quality Standards of CEPA

Momote Airport Construction Phase


CEPA/NAC

3. Health and safety of workers

i) Construction methodology and work plan ii) Contractor

’s approved OH &S

Plan

i) Site inspection i) Compliance with method of Working Plan and OH & S Plan

Momote Airport Construction Phase


CEPA/NAC

4. Demobilization i) Preparation of abandonment plan ii) Demolition of temporary offices and Contractor

’s Depot Area

iii) Dismantling of ancillary facilities iv) Re-vegetation of exposed areas v) Proper disposition of construction debris

i-v) Inspection of operations and site

i-v) Best practices – Defined in Final EMP

Momote Airport End of construction phase

Once Contractor/ PIU/CSC

CEPA/NAC

OPERATION AND MAINTENANCE PHASE

1. Noise disturbance

i) Establishment of buffers between airports and nearby settlements ii) Preparation of operational procedures by Airport Operator

i) Ambient Noise i) ANZECC 1992 or Australian Noise Exposure Forecast (ANEF)

Momote Airport Operations Semi-Annual PIU/NAC CEPA

2. Water pollution i) Proper sanitation and sewerage systems (construction of septic tanks or connection to main sewer line) installed ii) Spill contingency plan

i) Inspection of operations and site ii) Storage for hazardous and toxic materials

i-ii) Water Quality Standards of PNG-CEPA

Momote Airport Operations Semi-Annual PIU/NAC CEPA

3. Air pollution i) Proper maintenance of vehicles ii) Re-vegetation of exposed areas

i) Total suspended particulates i) CEPA Air Quality standards Momote Airport Operations Semi-Annual PIU/NAC CEPA

Table 4. Environmental Monitoring Plan

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Table 5: Roles and Responsibilities for Environmental Monitoring

No Environmental Monitoring Tasks Implementation Responsibility

Implementation Schedule

1 Design Phase

1.1 Disclosure of subprojects to CEPA and monitor permitting.

NAC-PIU, EO Prior to construction

1.2

Audit project bidding documents to ensure IEE and EMP included in bids and environmental criteria are included in evaluation.

NAC-PIU (by IES and EO)

Prior to issue of bidding documents.

2 Construction Phase

2.1

Orientation and briefing of contractor’s management, site agents with regards to all IEE and EMP requirements.


First orientation/briefing 1 month prior to commencement of each contract and refresher orientation/briefing at least yearly during construction period.

2.2

Monitor the performance of environmental training by contractor and briefings and of the environmental awareness of Contractors staff, tool box talks and & refresher courses.


Ongoing, prior to and during implementation of works and operation.

2.3

Regular (monthly) monitoring and reporting (quarterly) of contractor’s compliance with statutory environmental requirements


Continuous throughout construction period.

2.4

Regular (monthly) monitoring and reporting (quarterly) of contractor’s compliance with contractual environmental mitigation measures including EMP.



2.5

Regular (monthly) monitoring and reporting (quarterly) of complaints and responses or environmental mitigation measures



2.6

Monitor adjustments to the EMP for unexpected impacts and the thorough implementation of detailed EMP.


During all phases of the Subprojects

2.7

Commissioning phase monitoring of facilities versus environmental contractual performance criteria. Check EMP compliance.


At commissioning.

3 Operation and Maintenance Phase

3.2

Post construction monitoring of air/noise/water quality at any sites where complaints about water quality from works were justified in construction phase.

NAC-PIU (by EO)

Semi-annual up to 3 years after completion of construction or until air, noise and water quality meets baseline conditions.

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VIII. CONCLUSION AND RECOMMENDATION

99. The project will cause short-term environmental disturbances associated with construction activity that will be mitigated by operational procedures during construction, within the framework of a contractor’s approved EMP in line with the EMP stated herein (Table 4) to be supervised by the PIU.

100. Mitigation measures to prevent or minimize unnecessary impacts are also provided. Potential impacts and risks during construction were also characterized as short term and unnecessary impacts will be minimized through good construction management and housekeeping practices. An EMP containing impact mitigation and monitoring plan to mitigate the potential impacts has been prepared to ensure that the project will be implemented in an environmentally sound and sustainable manner.

101. Positive impacts to the local economy will accrue through new income earning opportunities for locals generated by demand for labour, women participation to semi-skilled during construction; and airport staffing and management arrangements, and through the creation of new non-aeronautical business opportunities in the terminal facilities and surrounding areas.

102. This IEE concludes that in the context of appropriate mitigating strategies described above, and the positive environmental benefits to flow from the Project, environmental impacts can be managed within acceptable levels. There are no significant environmental impacts needing further detailed study or EIA. All potential and associated impacts can be addressed through implementation of the mitigation measures as proposed in the IEE. Provisions will be made in the Project Budget to cover the environmental mitigation and monitoring costs.

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ANNEX A: ENVIRONMENTAL MONITORING PLAN

Table 6: Matrix of EMP for Wewak Airport

ENVIRONMENTAL PARAMETER

INDICATOR PARAMETER

MONITORING FREQUENCY PLANNED AREA OF

MONITORING

EQUIPMENT REQUIREMENTS

AND COST (US$)

COST OF MONITORING

(MONTHLY COST IN US$)

Air and Noise

Sulfur dioxide

Monthly During Construction

Period/Semi-Annual During

Operation Period

2 stations

1 Unit - PM10 Portable US$2500

1 Unit - 3 Gas Analyzer Portable

US$2000.00

US500.00 (includes

transportation and lab

analysis)

Nitrogen dioxide Monthly During

Construction Period/Semi-Annual

During Operation Period

Total Suspended Particulate



Operation Period

1 unit – Noise Metre

US$500.00 US$400.00 ((includes


analysis)

Noise



Operation Period

Water Quality

Temperature pH

Biological Oxygen Demand (BOD)

Dissolved Oxygen (DO)

Oil and Grease

Total Coliform Count Total

Suspended Sediments

(TSS) Total

Dissolved Solids (TDS)



Operation Period

1 Station

1 Unit Portable Water Quality

Analyzer US$2000.00

US600.00 (includes


analysis)

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Table 7: Summary of Costs for the Proposed Works

1Costs quoted are estimates and will be finalized upon completion of Detailed Design Phase (to be included in

Bill of Quantities). Costs will be incorporated in total construction cost. 2Cost inclusive of equipment, transport, and laboratory analysis for Baseline survey before commencement of

works, 18 months of construction period and 3 years operation phase (at six month interval).

PHASE COST1 (US$)

Impacts Due to Pre Construction 30,000

Impacts During Construction 98,000.00

Sub-Total 128,000.00

PARAMETER EQUIPMENT (US$) MONTHLY MONITORING

(US$) COST

2 (US$)

Air and Noise One set of equipment for EO 900.00 21,200.00

Water Quality One set of equipment for EO 600.00 12,800.00

SUB-TOTAL 1,500.00 34,000.00

GRAND TOTAL 162,000.00

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ANNEX B: PHOTOGRAPHS

Photo 1: Apron Area with the Defence Force Hanger to the right

Photo 2: Apron area with Air Niugini Terminal in the Background

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Photo 3: Consultation with East Sepik Provincial Administration

Photo 4: Existing Runway looking NW to Boram Creek